randol



March 18, 1952 a. T. RANDOL SHIFT-LEVER CONTROLLED AUTOMOTIVE CLUTCH Original Filed Aug. 11, 1945 5 Sheets-Sheet 1 G. T. RANDOL SHIFT-LEVER CONTROLLED AUTOMOTIVE CLUTCH Original Fi led Aug. 11 1943 March 18, 1952 5 Sheets-Sheet 2 Fr 70 RA/f KS March 18, 1952 T, RANDOL Re. 23,473-

SHIFT-LEVER CONTROLLED AUTOMOTIVE CLUTCH Original Filed Aug. 11, 1943 5 Sheets-Sheet 5 G. T. RANDOL SHIFT-LEVER CONTROLLED AUTOMOTIVE CLUTCH March 18, 1952 5 Sheets-Sheet 4 Original Filed Aug. 11, 1945 77" TORMFKS March 18, 1952 s. T. RANDOL SHIFT-LEVER CONTROLLED AUTOMOTIVE CLUTCH 5 Sheets-Sheet 5 Original Filed Aug. 11, 1943 Ill/III) 1 2d a, 7 47mm By Reisaued Mar. 18, 1952 SHIFT-LEVER CONTROLLED AUTOMOTIVE CLUTCH Glenn '1. Randol, Mountain Lake Park, Md.

Original No. 2,479,083, dated August 16, 1949, Serial No. 498,153, August 11, 1943. Application for reissue March 28, 1950, Serial No. 154,381

29 Claims.

Matter enclosed in heavy brackets appears in the original patent but forms no part of this reissue specification; matter printed in italics indicates the additions made by reissue.

My invention relates to motor vehicles and more particularly to the control of the [main] power-transmitting friction clutch thereof situated between the source of power and the changespeed gearing.

One of the objects of my invention is to provide improved power-operated means for controlling the disengagement and rc-engagement of a motor vehicle clutch to thereby facilitate the operation of the vehicle by the operator.

An additional object of my invention is to provide power-operated means for actuating a motor vehicle clutch by manual manipulation of a dual purpose actuator while preventing clutch actuation under certain operating conditions.

Another object of my invention is to provide novel means for controlling the power-disengagement of a motor vehicle clutch by the same means employed in controlling the change-speed gearing of the vehicle.

Another object of my invention related to that last stated is to provide means for controlling a vehicle clutch by the gear shifting mechanism and engine accelerator mechanism.

Yet another object of my invention is to so control [a vehicle] an automotive friction clutch by an operation of the gear shifting lever that the clutch can be power-disengaged before a gear ratio is made active and automatically re-engaged thereafter.

Still another object of my invention is to so control a motor vehicle clutch that it can be disengaged by gear controlling means prior to a gear ratio being made active thereby and then subsequently re-engaged by operation of the vehicle engine controlling mechanism.

A further object of my invention is to provide improved control means for a power-operated vehicle clutch which will enable [permit] the vehicle operator to properly control the disengagement and re-engagement of the clutch during gear shifting by [employing] operating only the gearshift lever and the accelerator mechanism.

Yet an additional object of my invention is to provide means for controlling a motor vehicle clutch by disengagement and controlled re-engagement of the clutch in response to vehicle operation to selectively establish a plurality of modulatory gear ratios, the means being disabled under certain operating conditions to preserve active a desired ratio.

Another object of my invention is to provide in a clutch disengaging and re-engaging control means of the kind referred to, a disabling means controlled by a predetermined or supplemental movement of the gear shifting lever after a gear ratio has been established.

A more specific object of my invention is to provide a power-operated means for disengaging a clutch and a control means for the power means which can be operated by the shifting lever of the change-speed gearing when actuated in its neutral range of movement.

Another more specific obiect of my invention is to provide means for establishing a plurality of gearing conditions in a change-speed gearing as determined by a manual selector, power means responsive to movement of a control member for actuating a clutch, and means responsive to the selector whereby the power means can be disabled to prevent clutch actuation despite movement of the control member.

Other objects of my invention will become apparent from the following description taken in connection with the accompanying drawings in which:

Figure 1 is a side view of a portion of a motor vehicle showing my improved clutch control mechanism associated therewith, the clutch being engaged, the accelerator mechanism in released engine idling position, and the gear shifting mechanism in neutral condition;

Figure 2 is a top view of the gear shifting lever as associated with the steering column;

Figure 3 is a view taken as indicated by the line 33 of Figure 2;

Figure 4 is an enlarged side view of the structure mounted on the exterior of the change-speed gearing casing showing the manner in which it is associated with the gear shifting mechanism and the clutch, parts being shown in section;

Figure 5 is a top view of the mechanism shown in Figure 4 with a portion of the change-speed gearing casing broken away to show the gearing;

Figure 6 is a view of the inside of the gear casing cover plate showing shifting arms and the interlock associated therewith; I

Figure '7 is a view showing certain parts associated with the control valve when the gearing is in second speed [ratio] and the accelerator mechanism is in released position;

Figure 8 is an enlarged sectional view of the accelerator-controlled valve associated with the clutch operating power cylinder, said valve being in a position corresponding to the released position of the accelerator mechanism;

Figure 9 is a view similar to Figure 8 but showing the parts in positions corresponding to a depressed position of the accelerator mechanism;

Figure 10 is a view of the arm mounted on the [main] friction clutch 4.

3 exterior end of the control shaft for the second and high speed shifting fork;

Figure 11 is an enlarged view, with parts shown in section, of the valve associated with the carburetor and also controlled by the accelerator mechanism;

Figure 12 is a sectional view taken on the line I2-|2 of Figure 11;

Figure 13 is a sectional view taken on the line l3--I3 of Figure 1 showing details of the valve means and structure mounted on, the steering column;

Figure 14 is another sectional view of the .valve means shown in Figure 13, the valve elements,

thereof being in positions corresponding tothe raised position of the gear shifting shaft on the steering column;

Figure 15 is a view similar to Figure 14 but showing the valve elements in positions corre-- sponding to the lowered position of the gear shifting control shaft;

Figure 16 is a partial sectional view showing the closed position one of the-valve elements assumes when the gearshifting leveris moved to a supplemental position-beyond that necessary-to cause high speed [ratiolto be active;

Figural? is a sectional view taken on the line I'I-lI-of Figure13;

Figure 18 is a sectional view taken on the line I8=-I8 of Figure 17;;

Figure 19 is a view takenon-theline I9l9 of Figure 13 showing the neutral position-of'the valve controlling plate;

FiguresZO, 21, 22-and 23 are views similar-to Figure '19- but showing the valve controlling plate and actuatedvalve element stems in the positions corresponding to reverse, low, second and high speed gear ratios, respectively; and- Figure 24 is'a schematic view of the principal partsof the clutch control mechanism showing the manner in which they are associated with the accelerator mechanism when released, the clutch-when disengaged; and the change-speed gearing and its shiftingmechanism when in high speed [ratiol positions, prior to movement of the -gear shiftinglever toits supplemental positionto prevent powe-r-operated declutching operations after the clutch has once been engaged.

Referring to -thedrawings in detail and first to Figuresl, 6-and24, my clutch control mechanismis shown associated with an internalcombustion engine, the acceleratorcontrol'mechanism thereof; the change-speed'gearing, and theainterposed Emain} friction clutch, allpart of welhknown automobile construction. The internal-combustionengine I hasits crank-shaft 2 (Figure=24 connected to one element 3 of the The cooperating clutch element E ie-splined' on the gearing drive shaft B-for sliding movement, whereby it maybe engagedand disengaged from the clutch element 3; A spri-ng'l normallybiases the clutch element 5 [to] into engaged position. The [main] clutch- 4- is enclosed within housing 8 secured to the-engine andattached to this housing is' the change-speed gearing casing 9; The forward end of the casing has the drivingshaft' 6' of the gearing [gear] j eu-rnaled therein. Aligned ,With the gearing; driving shaft isa driven; shaft III foe-driving thep'ropeller shaft I-I leading to the [rear] wheels of the vehicle. I

The change-speed gearing within casing 9, is of well-knownconstruction; and comprises a gear :2 fixed to the-inner endof- [drive] the driving shaft 6 and constantly meshing with a: gear. I3

4 for driving countershaft It upon which is secured a second speed gear I5, a low speed gear I6, and a reverse gear IT. The driven shaft Ii) has rotatably mounted thereon a second speed gear. l8 constantly meshing with gear I5., To the rear of gear I8 is a slidable low and reverse gear I9 splined to the driven shaft and capable of selective engagement with the low speed gear 16 or the reverse idler gear 20 which is in constant mesh with reverse gear ll. A double clutch member 2| is splined on the driven shaft between the driving shaft gear I2 and the secondvspeed gear I8 and when moved forwardly is eflective [adapted] to directly connect the driving" shaft 6 and the driven shaft It for direct or high speed [ratio] drive and when moved rearwardly is. adapted to connect the second speed gear IBtothedriven shaft to [permit] transmit power [to be transmitted] throughgears I2, [3, I5 and I8 for second speed [ratio] drive.

The double clutch member 21 is controlled by a shifting fork 22 and the combined low and reverse gear- I9- is controlled bya shifting fork 23; As-best' shown in Figure 6, shifting fork 22 is pivotally mounted on an arm 24 secured to a shaft 25 journaled in the cover plate 26 of the gear casing. The shifting fork 23 is similarly pivotally connected to an arm 2? secured to a shaft 28-also journaled in the cover plate of the gear casing. Cooperating with arms 24- and 21 is a combined detent and interlocking mechanism generally indicated by the-referencenumeral 29. This mechanism is carried on an arm 30 pivotally connectedto the insideof the cover plate. The combined detent and inter-locking mechanism is of well-known construction and operation and need not bedescribed in detail asit is not apart ofthe structure embodying [the] my invention. Its'purpose is -simply to yieldably hold the gear shifting forks in their neutral and gear operative positions and to prevent the movement of one arm and shifting fork from a neutral position when. the other arm and shifting fork is in an operativev position causing a gear ratio to be active. Any other. suitable detent and interlockingzmechanism can be employed if desired;

The change-speed gearing is adapted to be manually shifted by means of a single manuallycontrolled. selecting. lever or gearing actuator which is. preferably mounted on the steering column 3| just beneath the steering wheel 32. As best shownin Figures 1, 2, 3 and 13 to 17, the gear shifting: lever 33sis pivotally mounted on an extension:34 integrally carried on the upper end ofga tubularshaft-35; The shaft is adapted to have bothrotative and reciprocable movement and its upper end, is, iournaled to a suitable bracket 36 on the steering column and its lower end is: journaled in a valve housing member 31 clamped to, the, lower portion of the steering column. The. inner end of lever 33 is universally fulcrumed- [universally fulcrums] in a socket of.

. andIabracket'43 secured to the steering column bythesamesecuring mean employed fo ting the housing. Shaft 35 is provided with a pin 44 for cooperation with slots 4| and 42. When shaft 35 is moved downwardly, pin 44 will engage slot 4| and connect arm 39 to the shaft. When shaft 35 is moved upwardly, pin 44 will engage slot 42 and connect arm 40 to the shaft. Pin 44 has a neutral position corresponding to neutral condition of the gearing wherein it is partially engaged with each of the slots. In order to prevent the rotation of the shaft and the simultaneous operation of both arms and to also indicate to the driver the condition of the gear shifting lever and the corresponding condition of the change-speed gearing which it controls, the upper end of the shaft has mounted thereon a pointer 45 which cooperates with a modified H- slot in a bracket 45 secured to the steering column. This pointer is arranged to be positioned in the cross-over part of the H-slot when pin 44 is in its neutral position as shown in Figure 13. As shown in Figure 2, the three ends of the H- slot, which are of the same length, are marked with indicia to indicate the condition of the change-speed gearing, said indicia being R. for reverse, Lo for low speed [ratio], 2nd for second speed [ratio]; while the fourth slot, which is longer than the other three, has two positions, namely, Hi for high speed [ratio] or direct drive, and S" at the end of the slot to indicate the position of the pointer wherein the control of the power operation of the clutch will be disabled following the engagement of said clutch after a shift has been made to high speed [ratio]. The "N indicia is placed opposite the cross-over portion of the slots to indicate the neutral condition of the gearing.

The arm 40 is adapted to be connected to control the low and high speeds [ratios] of the gearing and in order to accomplish this the outer end of this arm is connected by a rod 41 to an arm 45 secured to the outer end of the previously mentioned shaft 28 which is connected to shifting fork 23 controlling the combined low and reverse gear |9. Arm 39 is adapted to control the second and high speed gear ratio of the transmission and in Order to accomplish this a rod 49 connects its outer end with the free end of an arm 50 which is pivotally mounted by a pin to the gear casing cover, this pin being positioned above the previously referred to shaft 25 which controls the shifting fork 22 for the double clutch member 2| Arm 55 carries a, pin 52 which is adapted to cooperate with an arm 53 secured to the outer end of shaft 25. This arm 53 is provided with a long leg 54 and a short leg 55 between which is a slot 56 for receiving pin 52 to provide an esoapeme nt connection between the gear shifting lever 33 and the double clutch member 21.

The purpose of the pin and slot esodpeme nt connection between arm 5! and arm 53 is to accomimodate [permit] additional free movement of arm 50 without any movement of arm 53 and the shifting fork 22. When the double clutch member 2| is in its inoperative position, pin 52 will be in slot 55 and the relationship between arms 50 and 53 which are operatively connected to-the lever 33 and member 21 respectively, will be as shown in Figure 4. When the gear shifting lever 33 is operated in such a manner as to place the gearing in second speed [ratio], arm 59 will have a clockwise movement, as viewed in Figure 4, and will assume the position shown in Figure '1. By means of the pin and slot connection, arm 53 will be moved with arm 50 and the clutch member 2| moved rearwardly so as to connect the second speed gear I 8 to the driven shaft. When gear shift actuator [lever] 33 is moved to a position to .cause high speed [ratio] to be operated, arm 50 will be moved in a counterclockwise direction from the position shown in Figure 4 and to the first dotted line positionindicated by the letter A. During this movement, pin 52 will cooperate with slot 56 and cause simultaneous movement of arm 50 and arm 53 to bring about the engagement of the clutch member 2| with the driving shaft to cause high speed [ratio] or direct drive to be operative. In making this engagement, shift lever 33 need only be moved to the Hi position which is part of its throw as provided [permitted] by the extra long slot in which the pointer moves. When the lever is given its supplemental movement so that the pointer is at the end of the slot at the position S, pin 52 will ride out of slot 56 because of the shortness of arm 55 and slide over the end of this short arm to the second dotted position B (Figure 4). Thus there is provided [permitted] an additional or supplemental movement of the gear shifting lever and linkage without movement of the positive clutch member 2|. The purpose of this will become apparent later.

When either low or reverse speed [ratio] is desired, the gear shifting lever 33 is merely moved so as to place the pointer in either the "R or L0 end of the H-slot. This will result in arm 40 being turned by shaft 35 on the steering column and by means of rod 41, shaft 28 is so turned that the combined low and reverse gear will be properly moved to operative position.

Referring again to Figures 1, 4, 5 and 24, the [main] friction clutch 4 is shown as being con trolled by a clutch shaft 51 journaled in the clutch housing at right angles to and below the axis of the clutch. The inner end of this shaft carries a fork 58 which is adapted to engage the clutch element 5 for moving it to a disengaged position, as shown in Figure 24. The outer end of shaft 51 has secured thereto a downwardly extending arm 59 which is connected, by means of a rod 30, to a piston 6| reciprocable in a cylinder 52, said piston and cylinder forming a fluid pressure motor 63. When the piston is in the forward end of the cylinder, as shown in Figure 4, the clutch will be in engaged condition. When the piston is moved to the rear end of the cylinder, shaft 51 will be rotated and the clutch disengaged. As shown in the drawings, the outer end of the clutch shaftis also employed to loosely journal a brake pedal 54 thereon; said pedal having a rod 65 for connection with the vehicle brake assemblies. A spring 66 biases the brake pedal to its inoperative position. No clutch pedal is employed as [one] such is not needed for reasons which will hereinafter become apparent.

Reference is now made to Figures 1, 4, 5, '1, 8, 9 and 11 to 24 for a showing of the structure employed for controlling the fluid pressure motor 63. The forward end of the cylinder of the fluid motor is connected, by means of a conduit 51, to a control valve generally indicated by the letter C. To this control valve is also connected a conduit 58 which leads to a control valve means, generally indicated by the letter D, embodied in the previously mentioned valve casing 31 secured to the lower end of the steering column. This latter valve means is connected, by a conduit 69, to a third control valve E mountedon the engine adjacent the carburetor for the engine. A conduit 10 leads from this latter valve to the carburetor intake passage 11 of the engine which is employed as the source of fluid pressure [power]. Interposedbetwe'en the rear end of cylinder 62 and conduit 61 is a one-way air flow check valve 12 [to permit air to'flow] for accommodatingair flow from the atmosphere into the forwardend of the cylinder but preventing theforcz'ng of air from [it from being forced out of] the cylinder to the atmosphere except by way of conduit 61. Therear end of the cylinder of the fluid motor is connected, by means of a conduit 13, to conduit 88 which leads to the engine intake by way of valve means D, conduit 69, and valve E.

Thecontrol valve is adapted to be controlled by the accelerator mechanism for the engine. The accelerator mechanism comprises the usual foot-operated treadle oractwator 14 which is connected by a rod 15, a bellcrank lever -19 and a rod 11 to the butterfly valve 18 (Figure 11) in the engine intake passage 1!. The butterfly valve is mounted on a shaft 19 and the outer end of this shaft has securedthereto a plate 80 to which rod 11 is connected. Bellcrank lever 16, formingrthe connection between the treadle and the;butterfly valve,is provided with an additional arm 9| which is'c'onnected by means of a rod 82 to the free end of' an arm 83 loosely pivoted on the previously mentioned shaft which controls the .gear shiftingf'ork 22 of the bearing. Arm 83 is'positioned between arm 59 and the gear casing cover as best shown in Figure 5.

The hub of the arm 83 is formed to provide a cam' surface 84 for controlling the movable valve element 95' of the control valve 0. This valve element isslidable in a bore 89 of the valve housing 91 and is formed with a cone-shaped end 88 for cooperation with a cone-shaped passage 99 inthe valve'casing, said passage leading from the inner end of bore 86 to the atmosphere. A spring 89 tends to bias the valve element to a. position wherein [wherelit is disengaged from the coneshaped passage. The valve element85 is adapted to' beseated by a rotation of arm 93, and the structure'to bring this about is a stem 9| mounted in the valve element and cooperating with the cam surface 84. Between this stem'and thevalve element'is a spring 92 to provide a yieldable connection. The cone-shaped passage 89 is'intersected by a passage 93 which extends through the valve casing 95, one end of" this passage 93 being connected to conduit 61 leading from the rear end of the fluid pressure motor. and the other endbeing connected to conduit 69' leading .to the engine intake manifold:

When the valve element 95 is seated in the cone-shaped passage; communication between conduits 61 and 69 will beicut off as. will also any communication between the atmosphere and .the conduits61 and 69; When the valve element is unseated. both conduits 61 and'BB will bein communicationwith the atmosphere through the conicalpassage 89. When the accelerator mechanism is-in its fully released condition", valve element'85' will be seated, as showngin FigureS. When the accelerator mechanism is depressed, valve element 85 will be opened [permitted tobecome open] by the action of spring 95. The cam surfaceM-is so arranged that the greater the extent'of depressing of the'accelerator treadle; the greater'the opening of the valveelement;

The'accelerator mechanism also controls the control valve E adjacent the carburetor. This, valve E, as shown in'Figure 11, comprises. a; casing 94 having a passage 95' therethrouglr with which a valve seat 96isassociated: The passage on oneside of the valve seat is connected to conduit99and" on-the other side ofthe valve seat to conduit 19 which leads to the intake passage 1| to the engine. Cooperating with the valve seat is a ball valve element 91 biased toward closed position by a spring 98. This valve element carries a stem 99 which extends through casing 94" to a'position beneath plate 89 which is secured to the butterfly valve shaft. The plate has a circular edge'surface I00 and a raised cam surface I9I. When the accelerator mechanism is in its fully released position, the raised cam surface. will cooperate with stem 99 and cause thevalve'element to be unseated so that the passage-19 and 59'Wl11 be connected and air can be pulled through said passages into the intake passage of the engine. When the accelerator mechanism is depressed, plate 99 will be turned so that stem 99 can cooperate With surface I and under these conditions the valve element will be closed by spring 98, thus cutting off communication from passage 69 to the engine intakepassage."

The control valve means D at the lower end of the steering column is shown in detail in Figures 13 to 17. The housing 31 of the valve means which is carried on the steering column lSipl0* videdwith two chambers I02 and I93, both in constant". communication with conduit 69 by means. of drilled passages I94 (see Figure 17). Both chambers are also adapted to be connected to conduit 98 coming from the control valve C; the connection being made by a Y-shaped connector? I05; Chamber I92 has. associated there.- With a valve seat I96 and cooperating with this valve seat is a valve element I91 biased toward closed position by a spring I08. The valve element has a stem I99 whichextends out of the chambertowardthe other chamber I03. In a similarmanner chamber I93 is provided with a' valve: seat H9 having cooperating therewith a valve element I I I acted on by a spring I I2. Valve element III has a stem I I3 which extends out of chamber I03 toward chamber I92. The ends of valve stems I99 and H3 are spaced apart when both valve elements are closed.

Positioned between the ends of the stems is a valve controlling plate I M which is secured to the'lower end of shaft 35 controlled by the gear shift lever 33. This plate H4 is arranged to unseat'valve element I91 when shaft 35 is moved downwardly from its neutral position and to unseat valve element III when moved upwardly from its neutral position. When the shaft 35 is biased. bysprings 108-412 into [rod is in] its neutral position (Figure 13), both valves willbe closed. The controlling plate is so arranged that the valve element II! may be maintained open during the rotation of the shaft 35 in either direction when in its upper position corresponding to low andreverse gear ratios. When the shaft is in its lower position and the-plate is cooperating with the stem of the valve element I01, the plate will holdthe valve element open when the shaft is rotated to cause second speed [ratio] to be op- Hi? wherein [where] the high speed [ratio] is- [established] operative. When the gear shiftinglever moves the additional or supplemental movementto the position S as [permitted] accommodated by the extra length of the bracket slot and the pin and slot escapement connection 5256 (see Figures 4 and 7), as already described, the valve element It]? will be [permitted to be] automatically closed by spring 108. This is accomplished by relieving a portion of the surface of the controlling plate, as indicated by the numeral H5. Figures 19 to 23 show the valve controlling plate and its operative relation with the controlled valve stems when the change-speed gearing is in its neutral and [speed] gear ratio operative conditions.

Operation When the change-speed gearing is in its neutral condition, the gear shifting lever 33 will be in the position shown in Figures 1, 2, 3 and 13. Under such conditions both valve element It? and HI of the Valve means D will be biased closed by springs 108 and 112 respectively, and the rear end of the fluid motor 63 will be cut off from the engine intake manifold regardless of the condition of the control valves C and E. If the accelerator mechanism is in its released position, as shown in Figure 1, the control valve E will be opened and the control valve C will be closed. Since the conduit coming from the rear end of the cylinder 62 does not pass through the control valve C, this control valve is efiectiue to [will have nothing to do with the] prevent[ion of] air being removed from the cylinder. If the accelerator should be depressed while the gearing is in neutral condition, valve E will become closed and valve will become open. The power cylinder, however, will not be operated in any way since the two valve elements of the control valve D continue to be seated.

If it should now be desired to shift the gearing to either reverse or low, the outer end of the gear shift lever [38] 33 is raised and the pointer 45 placed in the plane of the R and Lo legs of the H-slot. The raising of shaft 35 also causes pin 44 to engage in slot 42 of arm 40 and plate H4 to engage and move valve element HI to open position. The opening of this valve will cause [permit] the rear end of the power cylinder 62 to communicate with the manifold, provided, of course, that the accelerator mechanism is in its fully released position opening valve E, which condition is present when a shift is to be made. The fluid motor will now be operated and the piston thereof moved from the forward end of the cylinder to the rear end. During the movement of the piston, air can also freely enter therethrough to the forward end of the cylinder through check valve 12 regardless of the closed condition of the control valve C. The [main] friction clutch 4 will be disengaged to disconnect the engine from the gearing. If the gear shift lever should be moved to place the pointer in the R end of the H-slot, reverse speed [ratio] will be obtained by movement of the combined low and reverse gear 19 into engagement with the idler gear 20. If the lever is moved to cause the pointer to be in the L0 end of the H-slot, gear I9 will be meshed with gear [6 and low speed [ratio] will be effective. Regardless of which speed [ratio] is obtained, the [main] clutch 4 will remain in disengaged condition, provided, of course, that the accelerator mechanism has not been operated. To start the automobile, all that need be done now is to depress the accelerator treadle. This will speed up the engine by opening the butterfly valve of the carburetor and simultaneously close [will permit closing of] the control valve E. The rear end of the power cylinder 62 will now be cut-off from the intake of the engine. As the accelerator is depressed, the cam surface 84 .on arm 83 will be so turned as to cause [permit the opening of] the control valve C to open and the air in the forward end of the cylinder 62 will be bled off to atmosphere through passage 89 and air can enter the rear end of the cylinder. The check valve 12 insures that all air which is being exhausted from the forward end of cylinder 62 will pass through control valve C. If the accelerator is only slightly depressed, the movement of piston 6| toward the forward end of the cylinder will be slow and thus there will be a correspondingly slow engagement of the clutch. If the accelerator treadle is depressed rapidly, the valve element 85 will be opened greater and there will be a more rapid engagement of the clutch due to the quicker exhausting of air from the forward end of the cylinder and the increasing flow of air into [permittingof more air to] the rear end of the cylinder.

If it is assumed that the gearing has been placed in low speed [ratio] and the automobile started under these conditions by depressing the accelerator treadle and it is desired to obtain second speed [ratio], the accelerator mechanism will be first released. This will result in the control valve E bein opened and the control valve C being closed, Since valve element HI of the control valve means D is still open due to the low speed [ratio] still being operative, the rear end of the fluid motor 63 will be connected to the intake of the engine and consequently the fluid motor 63 will be operated and the clutch 4 disengaged. The gear [shift lever] actuator 33 may now be moved to disengage the combined low and reverse speed gear and connect the second speed gear IE to the driven shaft. This will be accomplished when the gear shift lever is so moved that the pointer will be moved from the L0 end of the H-slot to the 2nd end of the H-slot. During the movement of the lever through the cross-over part of the H-slot, arm 40 will be disconnected from shaft 35 and arm 39 connected thereto so as to control the double clutch member 2| of the transmission to obtain the second speed [ratio]. When the control shaft 35 is moved downwardly as a result of the shifting of the gear shift lever, valve element III will become seated and valve element I01 will be unseated.

This will have no effectin [permitting] controlling the clutch [to become re-engaged] into re-engagement, notwithstandin that the rear end of the fluid motor may be normally disconnected from the source of suction. This will be apparent when it is realized that the air in the forward end of the cylinder is trapped and the subatmospheric pressure is retained in the rear end of the cylinder due to the closed condition of the control valve C. With valve element Ill! now unseated and the gearing conditioned for second speed [ratio], the clutch 4 may be re-engaged and the vehicle driven through this gear'ratio by merely depressing the accelerator treadle. This will result in the valve E becoming closed and then the bleeding off of air from the forward end of the cylinder of the fluid motor and the entry [allowing] of air into [to enter] the [forward] rear end of the cylinder. The rapidity with which the clutch is [permitted to re-engage] controlled into re-engagement will depend upon the manner in which the accelerator treadle is depressed. Figure 7 shows the parts on the gear casing in 111 secondv speed';[ratio] prior to re-engagement of the clutch.

IIfitis now desired'toplace the transmission infhigh speed :[ratio], [lever] actuator 33 is swung in a single plane (so that the pointer moves fromithe 2nd end of the H-slot to theI-Ii position of the H -slot after a release of the ac- .celerator'treadle. Releasing of the treadle will .result1in the clutch being disengaged since the control valve E will be opened to connect the driven ,shaftto the drivingshaft. The positions of the parts will be asshown in Figure 24 wherein thevclutch is disengagedand high speed [ratio] establis'hed'and pointer? is opposite the position Hi. Since the pin and slot connection between arms 50 and 53 '[permitflcccommodates additional or supplemental(escapement) movement'iof thegear shift leyer so'lthat the pointer can reach the "S position at the end of the H- slot, this additional or supplemental movement if made will result in the valve controlling plate 1H assuming the,position shown in Figure 16 whereintherelieved portion H of the plate is opposite the stem .of' the valve element I01. This will 'accommodateIpermit].closing of the valve element I ll! automatically by spring 108' and the immediate disconnection of therear end of the cylinder ofthefiuid motor from the engine intake passage. Howeven the clutch 14will not be .en-

gaged due "to the't'rapped air in the forward end of the cylinder .of the fluid motor. When the accelerator treadle is depressed, the control valve Ciwill be opened and the clutch will then be reengaged'in the manner already described. However, the clutch will not again be disengaged when'the accelerator-treadle is released due to the closed condition of the valve element I01. Consequently when driving in high speed [ratio], the clutch will remain engaged regardless of the condition of 'the accelerator mechanism. This isve'ry desirable .sincelIone doesnot desire] operationof the-clutch should not occur when driving. in high speed [ratioleach time that the accelerator-mechanism is released. Clutch disengagement is only desirable when a speed [ratio] is to-beichange'd or the oehiclestopped.

Withthe gearing inhigh speed [ratio], if it is desired" to neutralize the gearing, the accelerator mechanism is released so as to open the control valve E. When the gear shift lever is now :moved toward neutral position, valve element l0! will'be opened before the clutch member 2| is operated since thecontrol plate I M will be moved before arm [58] 50 picks up arm 53 by the pin fire-entering slot 56. Consequently, when the gear shift lever is moved from S position'[back] :to its neutral position, the [main] clutch 4 will be disengaged automatically and then the double clutch member 2| of thegearing moved to' its neutral position.

From the'foregoing description it is seen that my clutch controlling mechanism does not require any clutch pedal as the clutch will be disengaged and re-engaged automatically solely by the manipulation of the gear shift lever'33 and the accelerator pedal, said manipulationbeing the same as that.normally employed during gear changing with a pp-edally T[manually]-operated clutch. Thearran'gement is also suchthat once in high speed [ratio] with the gear .shiftileveregiven -;a

supplementalmovement, there will notice any subsequent disengagements of the .clutch when the accelerator is moved to released position during driving.

In connection with applicants inventioni-nvolving the control of the engaging-and disengaging of the clutch by the gear shift lever and-the accelerator pedal. it isto be noted that'such has many advantages in simplifying the operation of a motor vehicle. The control of the clutch .by the necessity of operating a clutch pedal is completely eliminated. The disengagement of the clutch prior to establishment of a gear ratio is accomplished by the gearshift lever during well known manipulations to establish the desired gear ratio and without any added effort by the taper: ator. After a speed, [ratio] is established, control of the re-engag-ingofthe' clutch is accomplished by manipulation of the accelerator pedal. However, in driving in certain speeds [ratios], as, for example, high speed [ratio] in theparticular structure-disclosed, the operator may prevent the controlyby the acceleratorofthe enga ing and disengaging'of the clutch after it is caused to be-engagedmerely by making a supplemental movement of the-gear shift lever beyond that necessary to establish the selected speed [ratio]. This feature is found to be very useful in motor vehicle-driving. Thus, for example, if the operator desires, upon the establishment of high speed [ratio], to take the control of the engaging and disengaging of the clutch away from the accelerator pedaL-he-may do so by the simple operation of placing-the gear shift lever all the way to the supplemental position S when high speed [ratio] is first established. When such is done, the clutch will remain disengaged due to vacuum being connected tothe rear end of-the power cylinder. When the accelerator pedal is depressed, the air trapped-in the forward end of the cylinder will then be released and the clutch caused [allowed] to engage. It will remain engaged as long as the shifting lever is at the S position, regardless of a subsequent release of the accelerator pedal. If the operator should desire to bring the vehicle to a stop and disengage the clutch 4 without causing high speed'[ratio] (or some other selected speed [ratio]) to become inoperative, he can accomplish this when the accelerator pedal is released merely by moving the gearshift lever fromthe S positionback to the Hi position. When the accelerator pedal is subsequently'depressed, the clutch will re-engage and the vehicle will again move forward. If it is desired that the clutch no longer be under the control of the accelerator pedal, the gearshift lever canbe-moved back to the S position. This return movement to the S position can be done either before or after depressing of the accelerator pedal.

Being aware of the possibility of modifications in the particular structure herein z'llustrated lmd described Without departing'from the fundamental principles of my invention, I do notintend that its scope be limited exceptas set forth by the appended claims, in which In the appended claims] reference is made broadly to certain structureshown and described by way of example in order that equivalent structure to which applicant is entitled will clearly come within the terms of the claims. The term shifting means, together withthe member, movable member, selecting member," manually controlled member, or like terms, refer to the disclosed hand lever and the connection between it and the gearing or equivalent structure. The term power means refers to the disclosed fluid pressure motor 63 and is intended to cover all equivalent power means. The means for causing operation of the power means including "two control [members] elements refers to the two valve means D and E and the structure for controlling the valve means and is intended to cover equivalent control means, depending on the type of power means employable. In connection with the claims calling for the control means controllable by the gear shifting lever 33 or its equivalent, such refers to the valve means D or equivalent means.

Having fully described my invention, what I claim as new and desire to secure by Letters Patent of the United States is:

1. In combination with a [main] motor vehicle friction clutch, a change-speed gearing and shifting means therefor including a member having a range of movement when the gearing is in neutral; of power means operable for disengaging the clutch; a source of power for the power means; means for causing operation of the power means including two control [members] elements each of which is capable of causing the operation of said power means; means for selectively operating the control [members] elements by movements of the movable member of the shifting 'means in opposite directions from an intermediate point in its said neutral range of movement; and means operable independently of the shifting member for disconnecting the source of power [of] from the power means, and for controlling the power means at will to [permit] control re-engagement of the clutch.

2. In combination with a [main] motor vehicle friction clutch, a change-speed gearing and shifting means therefor including a movable member having a range of movement when the gearing is in neutral; of a fluid pressure motor operable for disengaging the clutch; a source of fluid pressure different from atmosphere; conduit means for placing one end only of the motor in communication with the source; two normally closed valves associated with the conduit means each of which is capable of opening said conduit means; and means for selectively opening said valves by movements of the movable member of the shifting means in opposite directions from an intermediate point in its said neutral range of movement.

3. In combination with a [main] motor vehicle friction clutch, a change-speed gearing and shifting means therefor including a movable member having a range of movement when the gearing is in neutral; of a fluid pressure motor operable for disengaging the clutch; a source of fluid pressure different from atmosphere; conduit means for placing one end only of the motor in communication with the source; two normally closed valves associated with the conduit means each of which is capable of opening said conduit means; means for selectively opening said valves by movements of the movable member of the shifting means in opposite directions from an intermediate point in its said neutral range of movement; and other valve means operable at will independently of the movable shifting member for closing said conduit means.

4. In combination with a [main] motor vehicle friction clutch, a change-speed gearing and shifting means therefor including a movable member having a range of movement when the gearing is in neutral; of a fluid pressure motor including a chamber and a movable member operable for disengaging the clutch; a source of fluid pressure different from atmosphere; conduit means for placing one end of the chamber of the motor in communication with the source; a normally closed valve associated with the conduit means; means for opening said valve by movement of the movable member in its said neutral range of movement; other valve means for said conduit means; means for trapping fluid in the other end of the chamber; single valve means for releasing the trapped fluid and for simultaneously admitting fluid at atmospheric pressure to the said first end of the chamber; and manually-operated common control means for closing said other valve means and opening the said last-named single valve means.

5. In combination with a [main] motor vehicle friction clutch, a change-speed gearing 'and shifting means therefor including a single movable control member; of power means operable for disengaging the clutch; control means controlled by the single movable member for operating the power means to disengage the clutch prior to a change speed gear ratio being established; means operable at will independently of the single movable control member for causing the power means to [permit] control re-engagement of the clutch and disengagement of the clutch when a gear ratio is established, and means for preventing said last-named means from functioning by movement of the movable member to a position supplemental to that required to establishthe gearratio.

6. In combination with a [main] motor vehicle friction clutch, a change-speed gearing and shifting means therefor including a single swingable selecting member having a movement in a plane for establishing a gear ratio and free movement at right angles thereto when the gearing is in neutral condition; of a fluid pressure motor operable for disengaging the clutch; a source of pressure fluid difierent fro-m atmosphere means comprising a control valve for controlling the fluid motor; and mechanical means directly operable by the selecting member for causing the valve to be open or closed by movements of the selecting member in either the gear ratio establishing plane, or in the plane at right angles thereto.

7. In combination with a motor vehicle engine; an accelerator mechanism therefor; a changespeed gearing; means for changing the speeds [ratios] thereof; and a [main] friction clutch between the engine and the gearing; of a fluid pressure motor comprising a chamber and a movable member therein and operably connected to the clutch; a source of pressure other than atmosphere; conduit means between the source and one end of the chamber; valve means controlled changing the speeds [ratios] thereof and a [main] friction? clutchf 15 between, the engine and the gearing; of a, fluid pressure motor having a chamber and a movable member therein connected tooperate the clutch; a source of fluid pressure other than atmosphere; conduit means for connecting-one end of. the chamber of the motor to the source; valve meansfor controlling said conduit means; means for opening and closing. said valvemeans by the means for changing thegear ratio of the gearing;

and; shifting means therefor includingasingle" movable control member having a; rangev of free movement in one plane when the gearing is in neutral condition; of means for [permitting] providing said member [to have] with a; supplemental movement, in another plane beyond that necessary to establish a gear ratio; power means; operably connected fordisengaging the clutch control means for causing the power means to be operative to disengage the; clutch when the accelerator mechanism is released; means for operating said control means when the; single member is moved in its neutral range of free movement, and for also operating said control means when moved in the-rangeof movement which is supplemental to that necessary to; establish a gear ratio; and means operable when the -accelerator mechanism ismoved from released position for re-engaging the clutch, if disengaged.

l0. Incombi-nation with a motor vehicle. engine; an accelerator mechanism therefor; a- [main] friction clutch, a change-speed gearing and shifting means therefor including a single movable control member having a range-oi? free movement in one plane, when the gearing is; in neutral condition; of means [permittin providingsaid member [to have] with. a supple,- mental movement in another plane beyond that necessary to establish a gear ratio; a fluid pressure: motor-operabiy connected for disengaging the clutch; a source of fluid pressure other than atmosphere; conduit means between the source and the motor; a normally-closed valve in said conduit means; means for opening the valve by movement of the single member in the neutralrange of movement, and for [permitting]; causingthe; valve to close when said single member is given said supplemental movement; a second valve in the conduit means; and means for-causing said second valve toopen when thByfiCCGlBIQ- tor mechanism is released and closed when moved from released position.

11. In combinationwith a motor vehicle, en-- a change-speed gearing and.

the; motor; means comprising valve-means; for

opening the conduit means when the single se- 16 looting member is moved from a: predetermined position between the planes to either planeto select a [speed] gear ratio; and means compris ing other valve means for closing theconduit means when the accelerator mechanism is in other than the released position.

12. In combination with a [main] motor vehicle friction clutch, a, change-speed gearing; and shifting means therefor including a manuals- 1y controlled member having movementin. two; parallel planes to establish gear ratios and; a. rangeof movement in a cross plane; CQIIBSPOIl-diw ing to neutral condition of the gearing ;v of power, means operable for disengaging the clutch; and control means for causing disengaging, of the clutch by said power means and being, COX-1.. trolled by the movement, of said member froman intermediate point in the range of. movement in they cross plane toward either. of the parallel planes, and prior to becoming positioned in a parallel plane.

13. In combination with a [main] motor vehicle friction clutch; a change-speed gearing and shifting means therefor including a manua1-- ly controlled member having movement in two parallel planes to establish gear ratios, and a, range of movement in a cross plane correspond-- ing to neutral condition of the gearing; afiuid pressure motor operably connected to disengage. the clutch; a source of fluid pressure; conduitv means between the source and motor; valve. means associated with the conduit means; and means for opening the valve means by a manual. movement of the said member from an intermediate point in the range of movementin cross; plane toward either of the parallel planes, and. prior to becoming positioned in a parallel plane.

[14. In combination with a main clutch and a change-speed gearing having a shiftable-element for changing the speed ratios, of a manual shifting member, a mechanical connection be-- tween the manual shifting member and the ele.- ment for-moving the element to establisha speed.

ratio, means associated with said mechanical connection for permitting a supplemental move.-: ment of the manual member withoutmovement. of the element after the speed ratio is estab.-, lished, a fluid motor connected to disengage the clutch, a source of fluidpressure different from atmosphere, conduit means-between the source:

and the motor, a valve associated with the-mm:

tor, means for opening the valve by a movement. of the manual member prior to establishment-,0! the-speed ratio and means. for closing; the: valvev by the supplemental movement of the manual; member after the speed ratio is established];

15. In control mechanism for [a] an an;-

tomotioe change-speed. gearing; having; differ ent gearratios selectively establishable from a. neutral position, and an associated; [main] friction clutch; a manually controlled member; having a movement in two; difi'erent planes; means for selectively connecting said member;

to the said gearing so that whensaidmember duit meansto one end only of. said: motor: a;

valve; associated with theconduit; means; means:

for" closing said valve when the manually: controlled member is in a predetermined position in said neutral plane, and for opening said valve by a movement of said member within the same plane; means for maintaining said valve in its open position during movement of said member in said other plane to establish said gear ratio, and for closing said valve after full establishment of said gear ratio; a second valve interposed in said conduit means, and means independent of the manually controlled member for opening and closing said second valve at will.

16. In control mechanism for' [a] an automoti'ue change-speed gearing having different gear ratios selectively established from a neutral position, and an associated [main] friction clutch; a manually controlled member having a movement in two different planes; means for selectively connecting said member to the said gearing so that when said member is in one plane said gearing will be in neutral, and when said member is moved to a predeterminedposition in the other plane a gear ratio will be established; a fluid pressure motor having a movable element operatively connected, to said [main] clutch; a source of fluid pressure different from atmosphere connected by conduit means to one end only of said motor; a valve associated with the conduit means; means comprising direct mechanical connections between said valve and the manually controlled member for closing said valve when the manually controlled member is in a predetermined position in said neutral plane, and for opening said valve by a movement of said member within the same plane; means for maintaining said valve in its open position during movement of said member in said other plane to establish said gear ratio, and for closing said valve after full establishment of said gear ratio; a second valve interposed in said conduit,

means, and means independent of the manually controlled member for opening and closing said second valve at will.

17. In combination with a [main] motor vehicle friction clutch, a change-speed gearing and ratio changing means therefor including a single movable control member; of power means operable for disengaging the clutch and [permitting] controlling its re-engagement, control means controlled by the single movable member for causing operation of the power means to disengage the clutch prior to a speed ratio being established; means operable at will independently of the single movable member for causing the power means to [permit] control re-engagement of the clutch or to cause the power means to disengage the clutch, and means for preventing the last-named means from functioning by the movement of the single movable control member to a supplemental position not previously occupied.

18. In combination with a [main] motor vehicle power-operated friction clutch; a changespeed gearing and gear ratio. changing means therefor including a single movable member having a first position where the gearing is neutral, a secondposition where a [speed] gear ratio is established, and a third position supplemental to the secondposition and different from the first position; means operable by the single movable member when moved from the first position to the second position for causing the-power means to disengage-the clutch prior to the establishment of the [speed] gear ratio; means operable independently of the single movable member for controlling the power means at will, and causing engage ment and disengagement of the clutch when the [speed] "gearratio is established and the single movable member 18 in its second position;

and means for preventing the last-named means from functioning when the single movable memher is placed insupplemental position. 19. In combination with a motor vehicle engine, [its] an accelerator mechanism, a [main] friction clutch operable by power means, a changespeed gearing and gear ratio changing means .l therefor including a shifting lever having a first mposition where the gearing is neutral, a second position where a [speed] gear ratio is'established, and a third position supplemental to the second position and different from the first position; means operable by the shifting lever when moved g from the first position to the second position for causing the power means to disengage the clutch prior to the establishment of the [speed] gear ratio; means operable by manipulation of the accelerator mechanism [of] or the shifting lever for controlling the power means at will, and causing engagement and disengagement of the clutch when the [speed] gear ratio is established and the shifting lever is in its second position; and means for preventing the last-named means from functioning when the shifting lever is placed in the supplemental position.

20. In combination with amo'tor vehicle poweroperated [main] friction clutch and a changespeed gearing having gear ratio changing means including a shiftable lever; of power meansfor disengaging the clutch and [permitting] controlling its re-engagement; control means controlled by the shiftable lever for causing operation of the power means to disengage the clutch prior to .a [speed] gear ratio being established; means providing the shifting lever to have a first position where a [speed] gear ratio is caused to be established and a supplemental position where the [speed] gear ratio continues to be established;

40 means controllable at-will when theshifting lever is in the first position for causing the power means to [permit] control re-engagement of the clutch or disengagement thereof; and means operable by the placing of the shifting lever in the supplemental position for preventing the means controllable at will from functioning to control the power means, but not preventing said means from causing at will the re-engagement of the clutch if in disengaged condition.

21. In combination with a 'motor vehicle engine having an accelerator mechanism, a [main] friction clutch and a change-speed gearing having gear ratio changing means including a shiftable lover; .of power means operable .for disengaging the clutch and-[permitting] controlling its re-engagement; control means controlled by the shiftable lever for causing operation of the power means to disengage the clutch prior .to a [speed] gearratio being established; means providing the shifting lever to have two positions in both of which the [speed] same gear ratio is established; control means for causing the power means to [permit] control re-engagement of the clutch or disengagement of the clutch when the means from beingcontrolled by the accelerator mechanism when the shifting lever is in its other position [where] wherein the said [speed] gear;

ratio [is] continues established.

22. In combination with a motor vehicle friction clutch; a change-speed gearing actuatable to establish a plurality of gear ratios; ratio" changing means therefor including a movable selector for establishing a chosen gear ratio upon' movement to a selected predetermined position;

and a movable control member; the improvements of power means actuatable upon movement of said control member to disengage said clutch and to control its re-engagement while said selector remains in said predetermined position; and means responsive to movement of said selector from said predetermined position for preventing clutch disengagement upon movement of said control member without disturbing said chosen gear ratio.

.23. In an automotive vehicle having an engine equipped with a throttle valve; an engageable and disengageable friction clutch; a changespeed gearing actuatable to establish different gearing conditions including a plurality of driving conditions and a neutral non-driving condition; and control means including a gearing actuator operable to establish any one of sa d conditions; and a personally-movable throttle valve actuator: the improvements of power means operatively connected with said clutch; means for energizing said power means; control means operable in response to movement of said throttle valve actuator in efie'cting energieation of said power means to disengage said clutch and to control its re-engagement upon movement of said throttle valve actuator to an extreme position and from said extreme position, respectively; said power means accommodating movement of said gearing actuator to establish any one of said conditions and said power means also disengaging and controlling re-enegagement of said clutch upon movement of said throttle valve actuator even in the absence of movement of said gearing actuator; and a control element opera tively interposed between said energ zing means and said power means and actuatable on further movement of said gearing actuator after estab n lishment of one of said driving conditions to prevent energization of said power means to d sengage said clutch despite movement of said throttle valve actuator following clutch re-en gaging movement thereof, said control element being rendered ineffective only on operation of said gearing actuator to establish a gearing condition other than that at whichsaid element is actuated.

24. In an automotive vehicle having an engine; an engageable and disengageable friction clutch; a change-speed gearing actuatable to establish different gearing conditions, including a plurality of driving conditions and a neutral non-driving condition; and control means including a gearing actuator shaft movable both axially and rotatably from a central neutral condition for establishing said driving conditions; the improvements of power means for disengaging said clutch and for controlling engagement thereof; opposed control elements spaced axially of said shaft and adapted to condition said power means for controlling actuation of said clutch into and out of engaged condition; and a member movable axially and rotatably with said shaft and interposed between said control elements for acting upon said elements individually as said shaft is moved axially to actuate said elements in accordance with movement of said shaft, said member being rendered inoperative with respect to both of said elements upon rotating movement of said shaft to a predetermined position wherein said clutch is engaged and a driving condition established to prevent actuation of said clutch and interruption, of said 20 driving condition so long as said shaft. is retained in its said predetermined position.

25. In an automotive vehicle having an en' gine; an engageable' and disengageable friction clutch; power means for actuating said clutch to a disengaged condition and for controlling and rotatably for establishing said driving conditions; the improvements of a member movable axially and rotatably with said rod; and a control element positioned adjacent said rod and actuatable axially of said rod by contact with said member as the same is moved axially with said rod to condition said clutch power means for actuation, said member being movable upon selective rotation of said rod to a plurality of positions lying in a single plane including two posi tions at which different driving conditions of said gearing are established and said control element is" actuated, and a third position at which one of said different gearing conditions is retained and said control element is released to prevent conditioning of said clutch power meansfor actuation to interrupt said one of said driving conditions so long as said member is retained in its said third position. 1

v26. In combination with a motor veh cle friction clutch; a change-speed gearing actuatable to establish a plurality of gear ratios; ratio changing means therefor including an elongated. selector shaft movable by actuation of a selector lever both axially of the shaft and rotatably about the shaft axis for selectively establishing and disestablishing a chosen gear ratio upon movement of the lever and a movable control member; the improvements oi power'means actuatable upon movement of said control member to disengage said clutch and to control its reengagement while said selector remains in said predetermined position; and means responsive to movement of said lever for conditioning said power means for actuation by said control member, said last-mentioned means including a pair of slidable control elements movable in the plane of the axis of said selector shaft, and means operably connected to said shaft for axial movement therewith to selectively control movement of said control elements upon axial movement of said selector lever.

27. In combination with a motor vehicle friction clutch; a change-speed gearing actuatable to establish a plurality of gear ratios; ratio changing means therefor including an elongated selector shaft movable by actuation of a selector lever both axially of the shaft and rotatably about the shaft axis for selectively establishing and disestablishing a chosen gear ratio upon movement of the lever to and from a selected one of a plurality of predeterm ned positions including a neutral position; and a movable control member; the improvements of power means actuatable upon movement of said control member to disengage said clutch and to control its reengagement while said selector remains in said selected one position; and means responsive to movement of said lever for conditioning said power means for actuation by said control member, including a pair of opposed slidable control elements movable in the plane of the axis of said selector shaft to operative and inoperative positions, a plate carried by said shaft for axial movement therewith and interposed between said control elements for selective actuation of said elements to operative pos tions, and spring means acting on said elements to urge the same toward inoperative position and acting on said plate through sa d control elements to normally centralize said plate therebetween with the elements in their respective inoperative positions and said control lever in its said neutral position.

28. In combination with a motor vehicle friction clutch; a change-speed gear ng actuatable to establish a plurality of gear ratios; ratio changing means therefor including an elongated selector shaft movable by actuation of a selector lever both axially of the shaft and rotatably about the shaft axis for selectively establishing and d sestablishing a chosen gea ratio upon movement of the lever to and from a selected one of a plurality of predetermined positions including a neutral position; and a movable control member; the improvements of fluid pressure-actuated power means actuatable upon movement of said control member to disengage said clutch and to control its re-engagement while said selector remains in said selected one position; a source of fluid pressure different from atmosphere; and means responsive to movement of said lever for conditioning sa d power means for actuation by said control member, including a pair of opposed slidable shut-op valves interposed between said power means and said source and having ball-type valve bodies movable in the plane of the axis of said selector shaft to open and closed positions establishing and interrupting communication between said power means and said source, a plate carried by said shaft for axial movement therewith and interposed between said valves for selective actuation of said valves to open positions, and spring means acting on said valves to urge the same toward closed position and acting on said plate through said control elements tonormally centralize said plate therebetween with the valves in their respective inoperative positions and said control lever in its said neutral position.

29. In an automotive vehicle having an engine; an engageable and disengageable friction clutch; a change-speed gearing actuatable to establish diflerent gearing conditions comprising a plurality of driving conditions and a neutral nondriving condition; control means including a gearing actuator movable to a plurality of adiusted positions for establishing neutral and a given one of said driving conditions and to an additional position for establishing a supplementary driving condition, and an accelerator pedal for said engine; the improvements of a source of power; power means operatively connected to said clutch and including a control element actuatable by said accelerator pedal to control the connection of said power means to said source of power, said power means be ng operable to effect disengagement of said clutch upon release of said pedal and to control re-engagement of said clutch upon actuation of said pedal; a shut- 7 element interposed between said source of power and said power means for actuation to a closed position to prevent operation of said power means despite release of said 22 pedal following clutch re-engagement; and a movable element actuatable upon movement of said gearing actuator to its said supplementary position to actuate said shut-o1? element to its said closed position, thereby preventing disengagement and re-engagement of said clutch in response to accelerator pedal movement after said supplementary condition is established, said pedal being effective to disengage and control re-engagement of said clutch only upon movement of said gearing actuator to establish one of said gearing conditions other than said supplementary condition.

30. In combination with a friction clutch provided with a driving member and a driven member adapted to be corotated in abutting relation totransmit torque and to be separated to interrupt torque transmission, a change-speed gearing having a shiftable element for changing the gear ratios thereof, and an accelerator pedal; a manual shifting member, a mechanical connection between the manual shifting member and the element for moving the element to establish a gear ratio, means associated with said mechanical connect on for accommodating a supplemental movement of the element after the gear ratio is established, a fluid pressure motor operably connected to said driven clutch member to disengage the clutch by separating the clutch members, a source of fluid pressure different from atmosphere, conduit means between the source and the motor, valve means in said conduit means normally actuatable in response to accelerator pedal movement to control operation of said motor, a closable shut-017 valve also in said conduit means, and means for settablyclosing the valve by the supplemental movement of the manual member after a gear ratio is established thereby to prevent actuation of said motor in response to manipulation of said valve means until said manual member is moved from the position occupied by virtue of its said supplemental movement.

GLENN T. RANDOL.

REFERENCES CITED The following references are of record in the file of this patent or the original patent:

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